CN107735560B - Fuel injection control system and fuel injection control device - Google Patents

Fuel injection control system and fuel injection control device Download PDF

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Publication number
CN107735560B
CN107735560B CN201580080858.6A CN201580080858A CN107735560B CN 107735560 B CN107735560 B CN 107735560B CN 201580080858 A CN201580080858 A CN 201580080858A CN 107735560 B CN107735560 B CN 107735560B
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Prior art keywords
fuel
fuel injection
injection
amount
piston crown
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CN107735560A (en
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儿玉贵义
井上尊雄
内田亮
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/02—Engines characterised by air compression and subsequent fuel addition with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/242—Arrangement of spark plugs or injectors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/28—Other pistons with specially-shaped head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/31—Control of the fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/241—Cylinder heads specially adapted to pent roof shape of the combustion chamber
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The fuel injection control system that a kind of pair of inner cylinder direct injection fuel type spark ignition engine is controlled, the inner cylinder direct injection fuel type spark ignition engine include fuel injection valve, to inner cylinder direct injection fuel；And spark plug, it carries out spark ignition to the mixed gas in cylinder, wherein, in the case where the position that the fuel of injection is collided is in defined low-temperature condition, the fuel injection control system changes the fuel injection condition under defined operating condition and sprays fuel, so that injected fuel spray is inhibited constantly to collide with identical position.

Description

Fuel injection control system and fuel injection control device
Technical field
The present invention relates to directly to the fuel injection control of the cylinder injection type spark ignition internal combustion engine of cylinder injection fuel.
Background technique
In cylinder injection type spark ignition internal combustion engine, fuel can be attached to piston crown etc. sometimes.If the fuel Adhesion amount increases and is burned flame ignition and burns, then will lead to the increase of PN (Particulate Number).Therefore, Following technology is disclosed in JP2004-211664A, that is, in order to inhibit fuel to adhere to piston crown, in during valve lap Spray back amount and in compression travel fuel injection timing carry out advance correction.
In the above documents, the stratified combustion sprayed based on compression travel is carried out.Moreover, in the above documents, making to compress Fuel injection timing in stroke shifts to an earlier date, between the fuel injection valve and piston crown when thus making fuel injection before correction Distance increase, reduce adhesion amount of the fuel to piston crown.
Summary of the invention
However, in the control of above-mentioned document, such as advance correction amount is constant in idle running, injected fuel spray is every time The identical position collision with piston crown, therefore fuel will increase to the adhesion amount of piston crown.
Therefore, the object of the present invention is to provide the fuel injection controls that can be reduced to the fuel adhesion amount of piston crown Device and fuel injection control device.
Some mode according to the present invention provides a kind of fuel spray of inner cylinder direct injection fuel type spark ignition engine Control device is penetrated, which includes fuel injection valve, to inner cylinder direct injection Fuel；And spark plug, spark ignition is carried out to the mixed gas in cylinder.Rule are at the position that the fuel of injection is collided In the case where fixed low-temperature condition, fuel injection control system changes the fuel injection condition under defined operating condition And fuel is sprayed, so that injected fuel spray is inhibited constantly to collide with identical position.
Detailed description of the invention
Fig. 1 is the structure chart for applying the internal combustion engine of control of present embodiment.
Fig. 2 is the flow chart for indicating the control flow of present embodiment.
Fig. 3 is the table for indicating the modifiable range of fuel injection timing.
Fig. 4 is the amount of change and fuel injection amount indicated when changing under constant fuel pressure to fuel injection timing Relationship table.
Fig. 5 is the table for indicating the modifiable range of fuel pressure.
Fig. 6 is the amount of change and fuel injection amount indicated when changing under constant fuel injection timing to fuel pressure The table of relationship.
Fig. 7 is the corresponding diagram for indicating the modifiable range of fuel pressure and fuel injection timing.
Fig. 8 is the figure for indicating the example for the method for changing fuel injection timing.
Fig. 9 is the figure for indicating the relationship of injected fuel spray position of collision and fuel injection timing of piston crown.
Figure 10 is the figure for being illustrated to the effect in the case where the control for executing present embodiment.
Specific embodiment
In the following, the embodiments of the present invention will be described with reference to the drawings.
Fig. 1 be apply present embodiment inner cylinder direct injection fuel type spark ignition engine (hereinafter, also referred to as " engine ") 1 combustion chamber around schematic structural diagram.In addition, illustrating only a cylinder in Fig. 1, but present embodiment It can be applied to multiple cylinder engine.
The cylinder block 1B of engine 1 has cylinder 2.Piston 3 is accommodated in cylinder 2 in a manner of it can move back and forth.Piston 3 Link via connecting rod 12 and crankshaft (not shown), crankshaft rotates and piston 3 is moved back and forth.In addition, piston 3 is in crown 3A (hereinafter, also referred to as piston crown 3A) has aftermentioned chamber 10.
The cylinder head 1A of engine 1 has concave combustion chamber 11.Combustion chamber 11 is configured to so-called roof type (pent- Roof type) structure, a pair of of intake valve 6 is configured in the inclined surface of air inlet side, in the inclined surface of exhaust side configured with a pair Exhaust valve 7.Moreover, in the approximate centre position of the combustion chamber 11 surrounded by above-mentioned a pair of of intake valve 6 and a pair of of exhaust valve 7, Spark plug 8 is configured to the axis along cylinder 2.
In addition, fuel injection valve 9 is configured in face of burning in the position of cylinder head 1A being clipped between a pair of of intake valve 6 Room 11.Hereinafter the directionality for the injected fuel spray sprayed from fuel injection valve 9 is described.
Driving is opened and closed in not shown camshaft respectively for intake valve 6 and exhaust valve 7.Furthermore, it is possible to by variable Valve system is configured at at least side of air inlet side or exhaust side, and thus, it is possible to split valve timings and valve closing timing can be changed Control.Valve opening timing refers to that the timing for starting to carry out valve opening movement, valve closing timing refer to the timing for terminating valve closing movement.As can Valve system is changed, the mechanism for changing camshaft relative to the rotatable phase of crankshaft can be used, rotatable phase can not only be made to become Mechanism well known to change and the mechanism that the operating angle of each valve can also be made also to change etc..
In the exhaust-gas flow downstream side of exhaust channel 5, the waste gas purification purified for the exhaust gas to engine 1 is installed Catalyst.Exhaust gas purifying catalyst is, for example, three-way catalyst.
As described above, piston 3 has chamber 10 in piston crown 3A.Chamber 10 is set to deviation air inlet in piston crown 3A The position of side.Moreover, fuel injection valve 9 configures as follows, that is, if spraying combustion when piston 3 is near top dead center Material, then make injected fuel spray towards the chamber 10.Chamber 10 is formed as following shape, that is, so that the fuel spray collided and rebounded Mist is towards the direction of spark plug 8.
In addition, fuel injection amount, fuel injection using controller 100 according to the operating condition of engine 1 to engine 1 Timing and ignition timing etc. are controlled.In addition, fuel injection timing mentioned here refers to the timing for starting to spray fuel. In addition, in order to execute above-mentioned control, engine 1 have crankshaft angle sensor, coolant temperature sensor, to inhaled air volume into The various detection devices such as the air flow meter of row detection.
In the following, to controller 100 execute engine 1 starting when control be illustrated.In the present embodiment, into The so-called 2 stage injection of row, that is, be divided into fuel quantity needed for 2 injection every 1 periods.
Exhaust gas purifying catalyst does not play sufficient purifying property at a temperature of specific activity temperature is low.Therefore, useless When the temperature of gas cleaning catalyst is lower than the cold post-start of activated temperature, need that exhaust gas purifying catalyst is made to heat up as early as possible.Cause This, in the case where exhaust gas purifying catalyst is in inactive state under just carrying out the idling mode after cold start, in order to make Exhaust gas purifying catalyst realizes activation as early as possible, and controller 100 executes super lag stratified combustion.In addition, super lag stratified combustion It itself is well known (referring to Japanese Unexamined Patent Publication 2008-25535 bulletin).
In super lag stratified combustion, ignition timing is set as such as pressure of the front half section of expansion stroke by controller 100 15deg-30deg after contracting top dead centre.In addition, the 1st fuel injection timing is set in suction stroke by controller 100 Front half section makes injected fuel spray until ignition timing for what the 2nd fuel injection timing was set as the second half section of compression travel Until can reach timing around spark plug 8, such as the 50deg-60deg before compression top center.
Here, the fuel injection amount to the 1st time and the 2nd fuel injection amount are illustrated.
The air-fuel ratio for the exhaust gas being discharged in above-mentioned super lag stratified combustion is stoichiometry (chemically correct fuel).With it is usual Fuel injection amount setting method in the same manner, controller 100 to can with the inhaled air volume in every 1 period carry out completely burned Fuel quantity (hereinafter, also referred to as total fuel quantity) calculated.By a part in total fuel quantity, such as 50 weight %-90 Weight % is set as the 1st the amount of injection, and remainder is set as to the 2nd the amount of injection.
Setting fuel injection amount, the then injected fuel spray sprayed in the 1st fuel injection will not be with if as discussed above Chamber 10 collides, but spreads into cylinder 2, mixes with air and is formed in the whole region of combustion chamber 11 and compare stoichiometry Thin homogeneous charge body.Moreover, the injected fuel spray sprayed in the 2nd fuel injection is collided and is rolled-up with chamber 10 And reach near spark plug 8, the mixed gas denseer than stoichiometry is concentrically formed around spark plug 8.It burns as a result, Mixed gas in room 11 becomes stratification state.If carrying out spark ignition using spark plug 8 in this state, carrying out can suppression System catch fire, the anti-stronger burning of external disturbance ability of the generation of flue dust.But above-mentioned burning be stratified combustion, in order to point Common stratified combustion of the fiery timing before compression top center differentiates and is known as super lag stratified combustion.Furthermore, it is possible to Be set as the injection of following 3 stage, that is, the 1st time above-mentioned fuel injection is divided into 2 times, carried out 2 times in suction stroke and It is carried out 1 time in compression travel and amounts to and be divided into 3 times to spray fuel quantity needed for every 1 period.
According to above-mentioned super lag stratified combustion, exhaust temperature can not only be made compared with current homogeneous stoichiometric(al) combustion Degree increases, but also can reduce hydrocarbon (HC) discharge rate from combustion chamber 11 to exhaust channel 5.That is, according to super stagnant Stratified combustion afterwards, with current only carry out homogeneous stoichiometric(al) combustion, only carry out stratified combustion or in contrast further The combustion system etc. sprayed (after expansion stroke, in instroke) additional fuel after in the late combustion carries out warming-up The case where compare, be able to suppress from start until exhaust gas purifying catalyst realize activate until during HC to Discharge in atmosphere, and can be realized the activation as early as possible of exhaust gas purifying catalyst.
But with a part of the fuel of piston crown 3A collision not towards fire in the execution of super lag stratified combustion The direction of flower plug 8, and it is attached to piston head face 3A.Even if in the case where fuel is attached to piston crown 3A, if appended Fuel gasification and burn in this period, then fuel will not remain on piston crown 3A.However, being executed in cold post-start Super lag stratified combustion, therefore accompanying fuel until the temperature of piston crown 3A increases is difficult to gasify.In addition, if The fuel of attachment burns because of the scorching propagation of the burning fire in the period, then fuel will not remain on piston crown 3A.However, super Start to burn in expansion stroke in lag stratified combustion, therefore combustion flame will not reach piston crown 3A or expand The stroke second half section reduced with temperature after state and reach piston crown 3A.Therefore, accompanying fuel is difficult in this period After-flame.In addition, the phenomenon that liquid fuel for remaining on piston crown 3A is burned flame ignition and is burnt referred to as pond fire (pool fire)。
Therefore, the liquid fuel for remaining on piston crown 3A continues to increase within the specified time limit after cold post-start.This In described specified time limit refer to until the amount that the liquid fuel for remaining on piston crown 3A gasifies in 1 period is more than 1 During being attached in a period until the amount of piston crown 3A.
That is, if it exceeds specified time limit and persistently carry out super lag stratified combustion, then remain on the liquid of piston crown 3A Fuel gradually decreases.However, sometimes by before specified time limit with liquid fuel remain on piston crown 3A state and from Super lag stratified combustion switches to homogeneous stoichiometric(al) combustion.For example, sometimes because exhaust gas purifying catalyst becomes activation, acceleration Device pedal is entered into and is accelerated.In addition, homogeneous stoichiometric(al) combustion mentioned here refers to following combustion system, that is, Entire combustion chamber 11 forms the mixed gas of chemically correct fuel, in optimal firing (MBT:minimum advance for Best torque) carry out spark ignition.
If switched in the state that liquid fuel remains on piston crown 3A to homogeneous stoichiometric(al) combustion, burn fire Flame keeps high temperature unchangeably to reach piston crown 3A and generates pond fire, remaining INVENTIONLiquid-fueled combustion.In this way, if up to this Period until the INVENTIONLiquid-fueled combustion accumulated, then show the increased trend of PN.
Therefore, in the present embodiment, in order to reduce the liquid fuel amount for remaining on piston crown 3A, controller 100 is held Row control described below.
Fig. 2 is the flow chart for indicating control flow performed by controller 100.In the shorter period (such as every 10 milliseconds) This process is executed repeatedly.
In step slo, controller 100 determines the presence or absence of acceleration request.Specifically, determining accelerator pedal aperture (APO) whether it is greater than whether zero, i.e. accelerator pedal is entered into.As long as in addition, can determine acceleration request in this step Whether there is or not in the case where the pace of change of accelerator pedal aperture is greater than specified value it may be thus possible, for example, to be determined to have Acceleration request can also be greater than zero in accelerator pedal aperture and the pace of change of accelerator pedal aperture is greater than specified value In the case of be determined to have acceleration request.
Controller 100 is determined to have acceleration request in the case where accelerator pedal aperture is greater than zero, in step s 50 Execute homogeneous stoichiometric(al) combustion.On the other hand, in the case where accelerator pedal aperture is zero, controller 100 is determined as nothing Acceleration request and the processing for executing step S20.
In step S20, controller 100 determines whether catalyst temperature is higher than catalyst activity temperature (A DEG C).It is being catalyzed In the case that agent temperature is higher than catalyst activity temperature, controller 100 executes homogeneous stoichiometric(al) combustion in step s 50.Separately On the one hand, in the case where catalyst temperature is lower than catalyst activity temperature, in order to promote the heating of catalyst, controller 100 Super lag stratified combustion (FIR) is executed in step s 30.
That is, controller 100 executes super lag stratified combustion, if in living if catalyst is in inactive state Character state then executes homogeneous stoichiometric(al) combustion.But there are acceleration request, accelerate to ask to meet The acceleration asked and execute homogeneous stoichiometric(al) combustion.
In step s 40, as described later, controller 100 is within every 1 period to fuel injection timing and fuel injection pressure Power (hereinafter, also referred to as " fuel pressure ") changes.
In addition, controller 100 determines in step S60 in the case where executing homogeneous stoichiometric(al) combustion in step s 50 Whether the temperature (hereinafter, also referred to as " piston crown temperature ") of the piston crown 3A at the position as injected fuel spray collision is lower than pre- The temperature (B DEG C) first set.If piston crown temperature is greater than or equal to B DEG C, controller 100 terminates this process, if low In B DEG C, then controller 100 executes the processing of step S40.The predetermined temperature used in step S60 (B DEG C), such as It is piston crown temperature when becoming remaining on the liquid fuel of piston crown 3A with time going by and the state of reduction.This Outside, piston crown temperature can be estimated according to Cylinder wall surface temperature when becoming the state.Furthermore, it is possible to according to Coolant water temperature and Cylinder wall surface temperature is estimated.
As described above, if catalyst is in inactive state, controller 100 is held in the case where no acceleration request The super lag stratified combustion of row, if catalyst is in activated state, controller 100 executes homogeneous stoichiometric(al) combustion.Moreover, In the case where executing super lag stratified combustion, fuel injection timing and fuel pressure are changed within every 1 period.Separately Outside, even if in the case where executing homogeneous mode, if piston crown temperature lower than B DEG C, be liquid fuel can accumulate in The temperature of piston crown 3A, then controller 100 also all becomes fuel injection timing and fuel pressure within every 1 period More.
In addition, it is not always necessary that being changed to both fuel injection timing and fuel pressure, as long as can obtain Effect is stated, only any one can also be changed.In addition, the period of change is not limited to every 1 period, it can be every several It a period or is changed within the irregular period.As long as item can not be operated in defined (identical) engine Become by controller 100 is calculated as basic fuel injection condition (fuel injection timing or fuel pressure) under part More, but continue the condition, fuel persistently thus is sprayed to identical position and the fuel of liquid is inhibited to be difficult to dry shape State is also possible to other modes.
Above-mentioned " defined Engine operating conditions ", which refer to, gradually counts each control parameter in engine operating Environmental condition (inhaled air volume, temperature, requested torque etc.) when calculation.That is, if current for defined (identical) engine Operating condition is then controlled under identical fuel injection condition (fuel injection timing and fuel pressure), but in this implementation In mode, even defined (identical) Engine operating conditions, also carry out control as follows, that is, purposefully fuel is sprayed It penetrates condition (at least one of fuel injection timing and fuel pressure) to change, so that being attached with the position of fuel when microcosmic Between offset while pass through.As long as in addition, making the amount for the positional shift for being attached with fuel that can obtain the effect for inhibiting PN to increase , it can not be made further to deviate on the basis of required degree.
It is because of step in addition, not executing judgement related with crown temperature in the case where executing super lag stratified combustion Judgement related with crown temperature is carried out simultaneously in rapid S20.That is, catalyst is in cold post-start, idle stop or fuel cut-off It can become inactive state when recovery later, but these states are also the state that piston crown temperature is lower, so if Catalyst temperature is lower than active temperature, then can be estimated as in step S20 in the state lower than piston crown temperature.
Here, the processing of step S40 is illustrated.
As described above, in step s 40, controller 100 within every 1 period to fuel injection timing and fuel pressure into Row change.This is that (also referred to as fuel touches in order to change the position by injected fuel spray collision of piston crown 3A within every 1 period Hit position).In the unchanged situation of fuel position of collision, the injected fuel spray in next cycle is being attached to piston crown 3A Fuel gasification before collided, which occurs repeatedly, thus liquid fuel accumulation in fuel position of collision.Therefore, it is Inhibit the accumulation of such liquid fuel, controller 100 executes fuel injection control, and the fuel injection control is for making this Period in fuel injection position relative in upper a cycle fuel position of collision offset.In the following, to this can be made Period in 3 kinds of fuel injection control relative to the fuel position of collision offset in upper a cycle of fuel injection position Mode is illustrated.
(the 1st mode)
1st mode is the mode that controller 100 changes fuel injection timing in the state that fuel pressure is constant.
Fig. 3 is the table for indicating the modifiable range of fuel injection timing.The longitudinal axis in Fig. 3 is fuel pressure, and horizontal axis is combustion Expect that injection timing, the IT0 in figure are as fuel injection timing (the substantially fuel spray for executing benchmark when surpassing lag stratified combustion Penetrate timing).Fig. 4 is the amount of change and fuel injection indicated when changing under constant fuel pressure to fuel injection timing The table of the relationship of amount.
In order to inhibit liquid fuel accumulation in piston crown 3A, it is preferable that injected fuel spray is not lasting and piston crown 3A Same position collision.Moreover, fuel injection amount is more if fuel pressure is constant, injecting time is longer.Therefore, such as Fig. 4 institute Show, fuel injection amount is more, more increase fuel injection timing amount of change.But if injected fuel spray more not with chamber 10 collision, More increase fuel injection timing amount of change, is then difficult to form stratified mixtures body around spark plug, therefore flameholding degree exists It is reduced under super lag stratified combustion mode.Therefore, even if changing to fuel injection timing, flameholding degree is also ensured, Therefore advance angle boundary IT1 and angle of lag boundary IT2 is set as shown in Figure 3.
In addition, fuel injection amount does not almost change, but in homogeneous stoichiometric(al) combustion in super lag stratified combustion executes In execution, fuel injection amount changes according to operating condition, therefore specified fuels the amount of injection and fuel injection as shown in Figure 4 in advance The relationship of timing amount of change is meaningful.
In addition, in super lag stratified combustion, it is necessary to so that with the injected fuel spray of piston crown 3A collision to 8 side of spark plug Stratified mixtures body is formed to reflection, therefore when setting advance angle boundary IT1 and angle of lag boundary IT2, needs to consider Whether injected fuel spray reflects.On the other hand, in the case where homogeneous stoichiometric(al) combustion, as long as main consider to be attached to piston head The evaporation easness of the fuel of face 3A.
(the 2nd mode)
2nd mode is the mode that controller 100 changes fuel pressure in the state that fuel injection timing is constant.
Fig. 5 is the table for indicating the modifiable range of the fuel pressure under the 2nd mode.The longitudinal axis in Fig. 5 is fuel pressure, horizontal Axis is fuel injection timing, and the P0 in figure is the fuel pressure (substantially fuel of benchmark when executing as super lag stratified combustion Pressure).Fig. 6 is the amount of change and fuel injection amount indicated when changing under constant fuel injection timing to fuel pressure Relationship table.
Even if fuel injection timing is fixed, if changed to fuel pressure, the speed of injected fuel spray reaches distance Also change, therefore the fuel position of collision of piston crown 3A also changes.For example, even if fuel injection timing is identical, if improved Fuel pressure, then the time until injected fuel spray is collided with piston 3 also shortens, therefore compared with before fuel pressure reduction, Piston 3 is positioned closer to the position of lower dead center when injected fuel spray is collided.The injection direction of fuel injection valve 9 is constant, therefore living It fills in position to deviate to lower dead center side, so that the fuel position of collision of piston crown 3A also deviates.
In addition, as shown in fig. 6, fuel injection amount is more, more increase fuel pressure amount of change.But fuel pressure is lower Then fuel is more difficult to be atomized, and no matter is surpassing lag stratified combustion and homogeneous stoichiometric(al) combustion in any case, burning is steady It is qualitative all to decline.In addition, fuel pressure is lower, the injected fuel spray with piston crown 3A collision is more difficult to reflect, in spark plug week It encloses and is more difficult to be formed stratified mixtures body, therefore the combustion stability decline under super lag stratified combustion mode.In addition, for combustion Expect pressure, on high-tension side boundary is provided according to performance of petrolift etc..Therefore, fuel atomizing characteristic, flameholding are based on Degree and the performance of petrolift etc. set low pressure boundary P1 and high pressure boundary P2 as shown in Figure 5, low pressure boundary P1 are set as Substantially fuel pressure.That is, " change of fuel pressure " in present embodiment means to improve fuel pressure.Furthermore, it is possible to will Substantially fuel pressure is set higher than low pressure boundary P1.
(the 3rd mode)
3rd mode is the mode that controller 100 changes fuel pressure and fuel injection timing.
Fig. 7 is the corresponding diagram for indicating the modifiable range of fuel pressure and fuel injection timing under the 3rd mode.Scheming In 7, with the fuel pressure P1 the case where compared with, in the case where fuel pressure P2, the modifiable range of fuel injection timing is bigger The reasons why it is as follows.1st, fuel pressure is higher, and injected fuel spray more becomes micronized, and the momentum of injected fuel spray is bigger, thus Flameholding degree more improves.2nd, fuel pressure is higher, and the speed of injected fuel spray is higher, reaches distance and also more increases, therefore i.e. Make the slave fuel injection valve 9 extended under fuel injection timing to the distance of piston crown 3A, injected fuel spray also can be in piston head Face 3A reflects and forms stratified mixtures body around spark plug 8, and flameholding degree improves.
That is, as shown in figure 8, in the state that fuel pressure is constant, it only can be from advance angle boundary IT1 to the lag arm of angle Fuel injection timing is changed in the range of boundary IT2, in contrast, by also being changed to fuel pressure, can be incited somebody to action Modifiable range is extended to range shown in the dotted line in Fig. 8.As described above, no matter piston head can be made under any mode The fuel position of collision of face 3A deviates, but in the present embodiment, and it is fixed to fuel pressure and fuel injection that controller 100 is executed When the 3rd mode that changes.
In addition, in fig. 8, can be become according to benchmark → angle of lag → benchmark → advance angle → benchmark ... sequence More, it can also be changed according to benchmark → angle of lag → advance angle → benchmark → angle of lag → advance angle ... sequence.
In step s 40, controller 100 executes the fuel injection of arbitrary patterns of the 1st above-mentioned mode into the 3rd mode Control.Any fuel injection control is all in super lag stratified combustion executes so that injected fuel spray concentrates on spark plug 8 The mode of surrounding changes fuel injection timing, fuel pressure.In addition, chamber 10 play by the injected fuel spray after collision to The function of the direction guidance of spark plug 8, but in order to reflect injected fuel spray to the direction of spark plug 8, i.e. it is not necessary to make to fire Material is spraying and chamber 10 collides.For example, improve fuel pressure and increase the momentum of injected fuel spray, thus, it is possible to make with relative to The injected fuel spray for the position collision that the chamber 10 of piston crown 3A deviates directly or again concentrates on fire to cylinder wall reflection Around flower plug 8.
In the following, the function and effect to present embodiment are illustrated.
Fig. 9 is to indicate in super lag stratified combustion executes, and makes fuel injection timing and fuel pressure within every 1 period Injected fuel spray and piston 3 of the power according to benchmark → advance angle → angle of lag → benchmark → advance angle ... and in the case where changing The figure of relationship.
Injected fuel spray is collided at base position with the immediate vicinity of the piston crown 3A comprising chamber 10.In next week In phase, fuel injection timing is changed to angle of lag side, the position of collision of injected fuel spray is from the position of collision of base position to figure In right side offset.Moreover, fuel injection timing is changed to advance side, injected fuel spray is touched within next one period Position is hit to deviate from the left side of the position of collision of base position into figure.
When Figure 10 is in the case where the fuel injection control for executing Fig. 9, piston crown temperature and liquid fuel amount Sequence figure.As a comparison case, it is shown by dashed lines change fuel injection timing and fuel pressure in the case where timing diagram.
In the comparative example, injected fuel spray is collided within each period with the same position of piston crown 3A, therefore such as When cold post-start in the lower situation of piston crown temperature, the injected fuel spray in next cycle was adhered within the upper primary period Fuel gasification before collided.Therefore, it is attached to the fuel liquid film easy to form of piston crown 3A, is made because forming liquid film It obtains piston crown temperature to be difficult to increase, also, generates liquid fuel amount and increase such vicious circle.
In this regard, in the present embodiment, the position that the injected fuel spray of piston crown 3A is collided within every 1 period all becomes Change, therefore can strive for the time for being attached to the fuel gasification of piston crown 3A.As a result, being difficult to generate the such evil of comparative example Property circulation, with comparative example compared with piston crown temperature be easier increase, be able to suppress accumulate in the liquid fuel of piston crown 3A Amount.
In addition, in the present embodiment, all becoming to fuel injection timing, fueling injection pressure within every 1 period More, however, it is not limited to this.As long as being able to suppress injected fuel spray to continue to touch with the same position of piston crown 3A, cylinder wall surface It hits, such as can be changed every several periods, can also randomly be changed.It is mentioned here it is " lasting " mean it is continuous Ground reaches liquid fuel accumulation in piston crown 3A, the degree of cylinder wall surface.Liquid fuel is continuously accumulated to which kind of degree, root According to fuel injection mode (spray shapes), the shape of piston crown 3A, every 1 fuel injection amount etc. it is various will thus it is different, Therefore experiment etc. is first passed through in advance and is investigated.
As above, in the present embodiment, the case where the position that the fuel of injection is collided is in defined low-temperature condition Under, change as defined in fuel injection condition under operating condition and spray fuel so that inhibit injected fuel spray constantly with phase Same position collision.Specifically, in the case where piston crown temperature is lower than predetermined temperature, so that the combustion of piston crown 3A The mode for expecting that spraying position of collision all changes within every 1 period sprays fuel.Thereby, it is possible to inhibit fuel to be locally attached to Piston crown 3A, therefore liquid fuel accumulation is able to suppress in piston crown 3A.
In addition, in the present embodiment, the case where position collided to injected fuel spray is piston crown 3A, is said It is bright, even if in the case where the position that injected fuel spray is collided is cylinder wall surface, by applying the control of present embodiment, It is able to suppress because injected fuel spray continues and the accumulation that causes fuel due to the collision of the same position of cylinder wall surface.
In the present embodiment, in order to make piston crown 3A injected fuel spray position of collision change and to fuel injection timing It changes.Thereby, it is possible to inhibit liquid fuel accumulation in piston crown 3A.In addition, in the present embodiment, to fuel injection Periodically, the expansion stroke injection that fuel pressure changes is the fuel that injection is used for so-called main burning, but can also be applied (post injection), delayed injection (after injection) are sprayed after so-called.If in these fuel injections The fuel of injection is also accumulated in piston crown 3A etc., then this is also possible to become the reason of PN increases.
In the present embodiment, by being changed to fueling injection pressure, thus inhibit injected fuel spray constantly with phase Same position collision.If changed to fuel pressure, the fuel position of collision of piston crown 3A flies because of injected fuel spray Row distance etc. changes and changes, therefore identical as the case where being changed to fuel injection timing, it is able to suppress liquid fuel It accumulates in piston crown 3A.So-called rear injection, delay can be to the expansion stroke injection that fueling injection pressure changes Injection, this point are also identical as the case where changing to fuel injection timing.
Furthermore it is possible to be changed to fuel injection timing and fueling injection pressure.For example, steady can ensure to burn Surely on the basis of the fuel pressure spent, according to the amount of change of fuel injection timing to the fuel pressure relative to above-mentioned fuel pressure Rise is adjusted.If increasing fuel pressure, the micronized of injected fuel spray is promoted and the momentum of injected fuel spray Increase, therefore flameholding degree improves.As a result, even if from chamber 10 be detached from injected fuel spray because fuel injection timing change And increase, also it is able to suppress the decline of flameholding degree.
In the case where changing to fuel injection timing and fueling injection pressure, fuel pressure is higher, more increases The amount of change of fuel injection timing.As a result, compared with the case where not changing to fuel pressure, the fuel of piston crown 3A sprays The variable quantity of mist position of collision increases, therefore is easy that liquid fuel is inhibited to be attached to piston crown 3A.
In the present embodiment, fuel injection amount is more, more the amount of change of increase fuel injection timing and fuel pressure. Fuel injection amount is more, and injection pulse is more elongated, and the piston amount of movement in injection period more increases, therefore in every 1 period The injected fuel spray position of collision of piston crown 3A is in wide range.Therefore, such as present embodiment, fuel injection amount is more, More increase the amount of change of fuel injection timing and fuel pressure, thus, it is possible to inhibit the piston crown 3A's in the continuous period The overlapping of injected fuel spray position of collision.
In addition, in the present embodiment, the so-called side to the side for being set to combustion chamber applied to fuel injection valve 6 The case where engine 1 of injecting type, is illustrated, even if being set to the institute of the near top of combustion chamber in fuel injection valve 9 The engine 1 of the surface injecting type of meaning, can similarly apply.
Embodiments of the present invention are illustrated above, but above embodiment only shows application examples of the invention A part, purport is not that technical scope of the invention is limited to the specific structure of above embodiment.

Claims (4)

1. a kind of fuel injection control system is the fuel injection control of inner cylinder direct injection fuel type spark ignition engine Device, the inner cylinder direct injection fuel type spark ignition engine include
Piston is accommodated in cylinder, and has crown；
Fuel injection valve, to inner cylinder direct injection fuel；And
Spark plug carries out spark ignition to the mixed gas in cylinder, wherein
Be lower than in the temperature for the crown that the fuel of injection is collided become remaining on the liquid fuel of the crown with when Between process and in the case where temperature when the state of reduction, the fuel injection control system is under identical operating condition Fuel injection timing and fueling injection pressure change and spray fuel so that inhibit injected fuel spray constantly with it is identical Position collision,
The fueling injection pressure is higher, then more increases the amount of change of the fuel injection timing.
2. fuel injection control system according to claim 1, wherein
Fuel injection amount is more, more increases the amount of change of the fuel injection timing.
3. fuel injection control system according to claim 1, wherein
Fuel injection amount is more, more increases the amount of change of the fueling injection pressure.
4. a kind of fuel injection control device is the fuel injection control of inner cylinder direct injection fuel type spark ignition engine Method, the inner cylinder direct injection fuel type spark ignition engine include
Piston is accommodated in cylinder, and has crown；
Fuel injection valve, to inner cylinder direct injection fuel；And
Spark plug carries out spark ignition to the mixed gas in cylinder, wherein
Be lower than in the temperature for the crown that the fuel of injection is collided become remaining on the liquid fuel of the crown with when Between process and in the case where temperature when the state of reduction, to the fuel injection timing and fuel under identical operating condition Injection pressure changes and sprays fuel, so that injected fuel spray is inhibited constantly to collide with identical position,
The fueling injection pressure is higher, then more increases the amount of change of the fuel injection timing.
CN201580080858.6A 2015-06-12 2015-06-12 Fuel injection control system and fuel injection control device Active CN107735560B (en)

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